CN103419774B - The feedforward and feedback regulation of motor torsional moment between clutch engagement - Google Patents
The feedforward and feedback regulation of motor torsional moment between clutch engagement Download PDFInfo
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- CN103419774B CN103419774B CN201310122697.5A CN201310122697A CN103419774B CN 103419774 B CN103419774 B CN 103419774B CN 201310122697 A CN201310122697 A CN 201310122697A CN 103419774 B CN103419774 B CN 103419774B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
- B60W2050/001—Proportional integral [PI] controller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0002—Automatic control, details of type of controller or control system architecture
- B60W2050/0012—Feedforward or open loop systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
- B60W2510/0216—Clutch engagement rate
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The present invention is the feedforward and feedback regulation of motor torsional moment between clutch engagement.A kind of hybrid electric vehicle is disclosed, which has the motor and engine for being optionally connected to power train and controlling by controller.Controller is configured to plan additional motor torsional moment based on clutch pressure value and clutch slip velocity amplitude during clutch zygophase to compensate engine inertia resistance.Controller is also configured to the use ratio integral controller during clutch zygophase and adjusts motor torsional moment to maintain vehicle to accelerate.
Description
Technical field
The present invention relates to the adjustings made during the transition that clutch engages to motor torsional moment to offset engine inertia
Resistance（inertia drag）, engine start disturbance and clutch locking.
Background technique
Hybrid vehicle configuration can take various forms battery, electric traction motor and internal combustion engine in vehicle
It is operatively coupled together in power train.A kind of structure that present assignee is proposed in exploitation is that modularization mixing is dynamic
Force actuators（MHT）.The key technology for realizing MHT is the transmission device of unregulated power inverter（ECLT）.In order to replicate tradition
Automatic transmission torque-converters function, MHT power drive system is dependent on before starter/alternating current generator and motor
Separate the active control of clutch and the subsequent starting clutch of motor.
Removal torque-converters improves the efficiency of power drive system, however, the driving performance of MHT must satisfy and become automatically
The comparable target of fast device product institute.The main control challenge of MHT is that transmission is absorbed between engine start and clutch engagement
Metallic sound, bounce and vibration in system and create quieter, no pressure driving experience.
There is no torque-converters, produces（Especially during complicated clutch engagement transition）Coordinate clutch, engine
With the new challenge of motor.Must seamless integration it is all friction element control, pressure control and motor torsional moment control it is flat to transmit
Suitable wheel torque.In addition, the engagement of no-ningerse transformer separation clutch is very sensitive to clutch pressure, and engaged in clutch
Period realizes damping appropriate（damping）Task is challenging with ride comfort.
It must smoothly and rapidly start the engine in MHT and start every time and be engaged along with instantaneous clutch
Journey, the process lead to the inertia resistance and torque disturbances for the essence for being transmitted to power train.Since complicated transient kinetics cause
Estimating engine and clutch moment of torque difficulty and uncertainty make motor torsional moment compensation become challenging task.
For the transition that engine start is engaged in MHT clutch, there is swashing for the mechanical resonance as caused by multiple disturbances
It sends out and leads to the problem of vibration.Resulting oscillation phenomenon is to result in due to not having torque-converters in power train compared with low-resistance
Caused by Buddhist nun.Electric motor torque with the frequency for depending on motor rotary speed generates torque ripple.
The present invention of general introduction as follows can solve the above problem and other problems.
Summary of the invention
The present invention proposes a kind of directly to react simultaneously between engine start clutch engagement using the countermeasure of active
Torque disturbances are compensated to improve the method for hybrid power motor torsional moment compensation.Disclosed algorithm is based on clutch power and vehicle
It responds and initiatively adjusts motor torsional moment.
According to an aspect of the present invention, it discloses a kind of comprising motor, engine, the electricity for supplying electric power to motor
The hybrid vehicle in pond and controller.Controller is configured to：It is mentioned based on operator torque demands and engine torque command
For baseline motor torque command；The period of detection clutch engagement, is based on after controller provides engine startup instruction
Clutch pressure value and clutch slip（slip）The additional motor torsional moment of velocity amplitude plan is to compensate engine inertia resistance.
According to another aspect of the present invention, disclose it is a kind of comprising motor, engine, to motor supply electric power battery and
The hybrid vehicle of controller.Controller is configured to：Base is provided based on operator torque demands and engine torque command
Quasi- motor torque commands；The period of detection clutch engagement after controller provides engine startup instruction；And it uses
Proportional integration（PI）Controller adjusts motor torsional moment to maintain vehicle to accelerate.
According to another aspect of the invention, a kind of method for operating hybrid vehicle is disclosed, which, which has, passes through
Separation clutch is optionally connected to the engine and auxiliary power source of power train.The step of this method includes to obtain baseline motor
Period, the base of the clutch engagement terminated once clutch is fully engaged are detected after torque command, engine startup instruction
In the additional motor torsional moment of clutch pressure value and clutch slip velocity amplitude plan to compensate engine inertia resistance and make
Motor torsional moment is adjusted with pi controller to maintain vehicle to accelerate.
According to the present invention, a kind of hybrid vehicle is provided, which includes：Motor；Engine and to horse
Up to the battery of supply electric power；Separate clutch；At least one controller is configured to clutch engagement rank after the engine is started up
To compensate engine inertia resistance based on clutch pressure and clutch slip speed adjustment motor torque during section.
According to one embodiment of present invention, terminated when the separation clutch between motor and engine is fully engaged from
Clutch zygophase.
According to one embodiment of present invention, when the revolving speed of the revolving speed of motor and engine is of substantially equal to indicate to separate
Clutch zygophase is terminated when clutch is fully engaged.
According to one embodiment of present invention, when the separation clutch between motor and engine starts to drag engine
Start clutch zygophase, wherein provide the time window of calibration before starting clutch engagement.
According to one embodiment of present invention, clutch pressure signals, which are provided to, obtains feedforward based on the table for being stored with value
The gain planning processor of torque command.
According to one embodiment of present invention, clutch slip velocity amplitude is provided to based on motor rotary speed and engine speed
Proportional controller, and wherein, proportional controller provides the signal that request changes motor torsional moment.
It will be better understood other aspects of the invention with reference to the specific descriptions of attached drawing and being illustrated below property embodiment.
Detailed description of the invention
Figure 1A is for not including the schematic diagram of the modularization hybrid power transmission system of the hybrid vehicle of torque-converters；
Figure 1B is for including that the substitution of the modularization hybrid power transmission system of the hybrid vehicle of torque-converters is implemented
The schematic diagram of example；
Fig. 2 is to illustrate to compensate engine drag and the torque compensation calculation for maintaining vehicle to accelerate during engine start
The control figure of method；
Fig. 3 is the control figure for instantaneous clutch engagement detection system；
Fig. 4 is to be described in more detail to compensate engine drag and the torsion for maintaining vehicle to accelerate during engine start
The expansion control figure of square backoff algorithm；And
Fig. 5 compensates the figure of engine drag and the torque compensation system for maintaining vehicle to accelerate during being engine start
Show representative.
Specific embodiment
Provided hereinafter the specific descriptions of illustrative embodiments of the present invention.Disclosed embodiment is example of the invention,
It can be implemented with a variety of alternative forms.The drawings are not necessarily drawn to scale.Some features can be zoomed in or out to show particular portion
The details of part.Specific structure and function details disclosed in the present application should not be construed as limiting, and be only to instruct art technology
How personnel implement representative basis of the invention.
With reference to Figure 1A and Figure 1B, modularization hybrid transmissions 10 are shown in schematic form.Engine 12
It is operably coupled to when needing additional torque for starting the starter 14 of engine 12.Motor（Or motor）16 can grasp
It is connected to power train 18 with making.Separation clutch 20 is provided between engine 12 and motor 16 in power train 18.Power train
Speed changer is also provided on 18（Or gearbox）22.The torque for being transferred from engine 12 and motor 16 is provided to power train 18, with
It is provided to wheel 24 and the speed changer 22 of torque is provided.It is provided with and opens between speed changer 22 and engine 12 and/or motor 16
Dynamic clutch 26 is to provide torque to wheel 24 by speed changer 22.As shown in Figure 1A, in speed changer 22 and engine 12
And/or starting clutch 26A is provided between motor 16 to provide torque to wheel 24 by speed changer 22.As shown in Figure 1B
, torque-converters 26B is provided between speed changer 22 and engine 12 and/or motor 16 to provide torque extremely by speed changer 22
Wheel 24.Although removing the advantages of torque-converters is the embodiment in Figure 1A, the present invention is also helped to reduce to have and is similar to
Vibration in the system of the torque-converters 26B shown in the embodiment of Figure 1B.
Vehicle includes controlling for controlling the Vehicular system of multiple Vehicular systems and subsystem（VSC）And in Figure 1A and figure
It is generally indicated by frame 27 in 1B.VSC27 includes the multiple algorithms that are mutually related being distributed in multiple controllers in the car.Example
Such as, control unit of engine is distributed in for controlling the algorithm of MHT power drive system（ECU）28 and transmission control unit
（TCU）Among 29.ECU28 is electrically connected to engine 12, for controlling the operating of engine 12.TCU29 is electrically connected to motor 16
With speed changer 22 and control them.According to one or more embodiments, ECU28 and TCU29 use shared bus agreement（For example,
Controller LAN（CAN））By rigid line vehicle connection be in communication with each other and with other controllers（It does not show）Communication.Although saying
Bright embodiment describes VSC27 and is included in two controllers for controlling the function of MHT power drive system（ECU28 and
TCU29）It is interior, but hybrid electric vehicle（HEV）Other embodiments include single VSC controller or more than two controls
Device processed is for controlling MHT power drive system.
With reference to Fig. 2, it is shown that the general introduction of control algolithm 30.VSC27 includes moment of torsion control algorithm or strategy 30, allows module
Hybrid transmissions 10 not the operating of torque-converters and obtain additional running efficiency separation clutch 20 and starting clutch
Device 26.According to one or more embodiments, control algolithm may include that or can integrate and be described in detail below in TCU29
Hardware or software control logic in.It is controlling（It is shown in Figure 1A and Figure 1B）The operating and offer of engine 12 and motor 16
Exploitation has basic torque to determine strategy 32 in the torque control system of initial motor torque commands output signal 36.When separation clutch
When device 20 is in the process just engaged with power train, clutch engages the setting flag signal in the controls of probe algorithm 38
40.The label is removed when that can be fully engaged by comparing the clutch of the revolving speed of engine 12 and motor 16 instruction.When starting
When the revolving speed of machine 12 and motor 16 is equal to each other in specified deviation, determine that clutch is to be fully engaged.
Feed-forward regulation algorithm 42 is provided to be used to compensate the hair when occurring when driving starter 14 starts engine 12
Motivation resistance.There is engine negative torque when 14 engagement engine 12 of starter.In order to compensate for engine negative torque, in clutch
Slope increases before device zygophase（ramp up）The torque of motor 16 exports.Feed-forward regulation algorithm 42 provides instruction engine
The engine drag torque adjustment signal 44 of resistance, to request slope to increase motor before and during clutch zygophase
Torque output.
Feedback regulation algorithm 48 is provided to be used to maintain vehicle to accelerate during clutch zygophase.When vehicle is in clutch
When the preacceleration of zygophase, adjustable motor torsional moment is to maintain identical acceleration and so as to improve vehicle drive performance.By
Vehicle before controller records clutch zygophase accelerates.The vehicle accelerator signals of filtering with closed loop feedback to controller simultaneously
And it provides and accelerates feedback signal 50.
To for engine drag signal 44 and accelerate feedback signal 50 torque adjust summation and at frame 54 filter with
Motor torsional moment adjustment signal 56 is provided.When clutch engagement label is set as "true", motor torsional moment adjustment signal conduct is provided
Signal at 58, for summing at frame 60 with initial motor torque commands output signal 36, and by motor torsional moment at 62
Instruction is provided to motor 16.
With reference to Fig. 3, clutch engagement detection route 38 is shown in greater detail.Started and starting timer at 66
Clutch engages probe algorithm.System is based on the input for including hydraulic oil temperature signal 70 and hydraulic line pressure signal 72 and 68
Locate to determine pressurization time value.Other signals, which can also be used for body more closely estimating, to be started to be pressurized clutch fluid before clutch engagement
Time required for pressure.Temperature signal 70 and line pressure signal 72 are used to determine the pressurization time factor in system, wherein
Clutch pressure is allowed to drop to stroke pressure if being kept completely separate（stroke pressure）Value with down toward zero, thus into
One step improves system effectiveness.
Stroke pressure always by separation clutch 20（As shown in Figure 1A and Figure 1B）Certain pressure is provided
In the system that the hydraulic pump of hydraulic oil maintains, it is convenient to omit the step of determining the pressurization time factor.However, needing pressurization time
In system to compensate the delay that is related to filling and be pressurized separation clutch 20, correspond to meter when will apply stroke pressure at 66
When device beginning time T at 74 compared with pressurization time value.It, will at 76 if time T is less than the pressurization time factor
It is set to false as the label of clutch engagement.Alternatively, if time T is not less than the pressurization time factor at 74, before algorithm
78 are proceeded to, by using engine speed at 78（ωe）And motor rotary speed（ωm）Between difference absolute value and determine clutch
Whether device engages.If absolute value is less than specified deviationIt will then be arranged for the label of clutch engagement at 80
It is true.When the setting flag at 80,（It is shown in Fig. 4）Frame 84 can use motor torsional moment adjustment signal, hereinafter with reference to Fig. 4
It explains.
The power that engagement probe algorithm 38 detect clutch first starts dragging engine direct to overcoming connecing for engine inertia
The beginning of contact.Travel of clutch and pressurization time before clutch transfer of torque（Timeboosting）Probably be it is predictable simultaneously
And it can be obtained based on the table for being stored with value.Only assuming that can be from line pressure instruction predication when the influence of hydraulic fluid temperature is negligible
TimeboostingDuration.TimeboostingWith the relationship of line pressure can based on the test of clutch mating experiment and
It is captured in the correction card constructed by rule of thumb.It can be from known TimeboostingThe known timing of value and clutch pressure instruction pushes away
The timing of disconnecting contact.It can be detected by the difference between measurement engine speed and motor rotary speed when clutch is fully engaged
When the terminal that engages.When engine rotational speed signal and motor rotary speed signal is equal or engine speed and motor rotary speed between
When difference is in scheduled difference, clutch engagement is completed.
In the system that the hydraulic system always by clutch maintains minimum stroke pressure, clutch engagement detection can be from
The application of stroke pressure starts without calculating TimeboostingThe timing factor.In such a system, as described above, one
Denier applies stroke pressure to clutch and clutch engagement label is then arranged at once, and when engine speed and motor rotary speed connect enough
It is terminated when close or equal.
With reference to Fig. 4, clutch engagement probe algorithm 38 is illustratively comprised at 78 in Fig. 3 for determining whether clutch connects
The sum at 86 for engine speed closed is used for the input of motor rotary speed at 88.
In feedback regulation algorithm 48, filtering accelerates pre- engagement signal 90 at frame 92, and remains for ratio product
Point（PI）The setting value of controller 94（set point）.The filtered vehicle acceleration signals 96 at frame 98, and provided as feedback
To the pi controller 94 for being used for closed-loop control.
Feedback regulation algorithm 48, which is also received, to be referred to by the intention change probe algorithm at frame 102 come the driver's power assessed
Enable 100.If driver is by reducing pressure from accelerator pedal or " unclamping accelerator to step on by the brake of application vehicle
Plate " then can refer to the determination of schematic diagram change.A kind of method that detection " unclamp accelerator pedal " is intended to change event is that determination is driven
Whether the person's of sailing power command is from dPdrv/dt>0 changes to dPdrv/dt<=0, wherein dPdrv/ dt is changing for driver demand for power
Become.Change if detecting intention at frame 102, setting flag and setting or non-（NOR）Door 104 simultaneously provides signal at once
106, which cancel torque feedback, is adjusted.If it is determined that being not intended to change, then feedback regulation algorithm 48 provides motor torsional moment adjustment signal
56。
In feed-forward regulation algorithm 42, it is contemplated that the engine negative torque during engine start.Believed based on clutch pressure
Number 110 slopes increase motor torsional moment, adjust clutch pressure signals 110 in correction card at frame 112 to determine for mentioning
It is supplied to the gain plan of proportional controller 114（gain scheduling）Value Kp.Proportional controller 114 is also received and is provided to
The engine speed input signal 86 and motor rotary speed input signal 88 of subtracter 116.Proportional controller 114 provides feedforward value,
Feedforward value filtered at 118 and as resistive torque adjustment signal 44 be provided to frame 120 in order to accelerate feedback signal 50
Summation.The output of frame 120 filters at frame 54 and motor torsional moment adjusts 56 and carries out logical operation by frame 84.The output of frame 84 exists
It is combined at frame 60 with initial motor torque commands 36 to provide motor torque commands 62 to motor 16.
With reference to Fig. 5, it is shown that the feedforward and feedback regulation of motor torsional moment.Illustrate the line for separating clutch pressure 124 from hair
Motivation does not operate and point that vehicle is driven by motor starts.Allow stroke pressure drop in zero system assume separation from
Clutch pressure 124 is in zero.Starter is off the instruction of starter signal 126 in the early stage, but once initiates engine fortune
Turn, starting starter motor 14 is indicated by the raised part of line 126.In initial start, the flow of pressurized of maximum pressure is provided
Body is to fill clutch 20.Once filling, only clutch power start hinder engine 12 before when allow clutch 20 in
Pressure drop to system stroke stress level.The engine speed initial stage that line 128 is shown is zero, but after initiating starting order
Soon start to increase.At this point, starter 14 has started engine 12 and fuel is provided to engine 12 and due to combustion
Burn into starting so that engine speed 128 increases for journey.Engine speed 128 is continued growing until it reaches the instruction of line 130
Until motor rotary speed.Once engine speed 128 reaches motor rotary speed 130, the determination that clutch is fully engaged is made.
With reference to the line 136 for representing motor torsional moment, motor torsional moment is kept during the entire process of pre- start with clutch engagement
It is relative constant.Hair when starter/motor that such as line 140 is shown starts to provide starting motor torque, as shown in through line 138
Motivation torque initial stage is negative.Engine torque increases sharply after engine start, and engine rotates the horse shown by line 136 at this time
Both engine torques shown up to torque and line 138 auxiliary.The engine torque transmitted by clutch is shown by line 142
The engine torque 142 that the initial stage of indicating is transmitted to clutch is negative, but with the increase of engine torque 138, is transmitted to
The engine torque of clutch also with shown in line 142 similarly increase.Clutch, which reaches, at dotted line 132 is fully engaged.
With continued reference to Fig. 5, indicate that feedforward motor torsional moment is adjusted by line 144.In time（Timeprep）Window is opened
Just Cheng Qian's motor torsional moment is engaged into beginning clutch at beginning promptly to increase.Additional engine torque compensation is hindered by inertia
Engine negative torque caused by power.When realizing when being fully engaged of clutch at 132, the increase of engine torque is gradually kept to
Zero.
The feedback regulation for maintaining vehicle to accelerate is illustrated by line 148 in Fig. 5.Estimate to start to drag in the power of clutch
Start to provide the increment for adjusting motor torsional moment based on feedback gradually increased when engine.As engine starts to generate positive twist
Square, the request for increasing motor torsional moment reach peak and then taper off.However, it should be understood that the reality of torque responsive curve
Shape may differ from the curve of display.When clutch is fully engaged and engages label（Flagengagement）When being set to false as, eventually
Only feedback accelerates to adjust.
Although described above is exemplary embodiment, be not meant to these embodiments describe it is of the invention it is all can
It can form.Certainly, word used in specification be descriptive words and it is non-limiting, and should be understood that can be variously modified and
The spirit and scope of the invention are not departed from.In combination with the feature of the embodiment of multiple implementations to form further implementation of the invention
Example.
Claims (13)
1. a kind of hybrid vehicle, includes：
Motor；
Starter；
Engine and for the motor supply electric power battery；
Clutch is configured to for motor and engine being selectively connected；
Torque-converters is configured to motor being connected to speed changer；
At least one controller, is configured to：
Increase motor torsional moment by designated value before clutch zygophase during clutch pressurization and starter start engine；
Motor torsional moment is set to reduce the designated value between clutch engagement；
Accelerated based on clutch pressure, clutch slip speed and vehicle come during clutch zygophase after the engine is started up
Motor torsional moment is adjusted, to compensate engine inertia resistance and vehicle is maintained to accelerate.
2. hybrid vehicle according to claim 1, which is characterized in that the controller is configured in the clutch
The vehicle is recorded before device zygophase at once to accelerate, wherein the vehicle acceleration is provided to pi controller conduct
The setting value of the pi controller.
3. hybrid vehicle according to claim 2, which is characterized in that the vehicle accelerator signals of filtering are provided to described
Pi controller is used for closed-loop control.
4. hybrid vehicle according to claim 1, which is characterized in that the controller detection is associated with from accelerator
Pedal removes pressure or the change by requesting the operator demand using brake, wherein once detect operator demand
Change, then the controller stops that vehicle is maintained to accelerate.
5. hybrid vehicle according to claim 1, which is characterized in that the controller be configured to only it is described from
Vehicle is maintained to accelerate during clutch zygophase.
6. hybrid vehicle according to claim 1, which is characterized in that in response to detecting through clutch transmission
Engine torque is negative, and motor torsional moment is made to be gradually reduced the designated value between clutch engagement, complete until clutch
Until engagement is completed.
7. a kind of method for operating hybrid vehicle, which has is optionally connected to by separating clutch
The engine of power train and the auxiliary power source that speed changer is connected to by torque-converters, the method include：
Make the torsion of auxiliary power source before clutch zygophase during separation clutch pressurization and starter start engine
Square increases designated value；
The torque of auxiliary power source is set to reduce the designated value between clutch engagement；
Clutch pressure and clutch slip speed and vehicle based on separation clutch accelerate come after the engine is started up from
The torque of auxiliary power source is adjusted during clutch zygophase, to compensate engine inertia resistance and vehicle is maintained to accelerate.
8. according to the method described in claim 7, the method further includes：When point between auxiliary power source and engine
Clutch zygophase is terminated when luxuriant clutch is fully engaged.
9. the method according to the description of claim 7 is characterized in that when the separation clutch between auxiliary power source and engine
Clutch zygophase starts when starting to drag engine, wherein the method further includes：Before starting clutch engagement
The time for providing calibration prepares window, increases the torque requested from auxiliary power source before starting clutch engagement, and opening
The engagement of beginning clutch reduces the torque requested from auxiliary power source later.
10. according to the method described in claim 7, the method further includes：It is monitored at once before clutch zygophase
Vehicle accelerates, wherein vehicle acceleration is provided to setting value of the pi controller as pi controller.
11. according to the method described in claim 7, the method further includes：The vehicle accelerator signals of filtering are provided to
Pi controller is used for closed-loop control.
12. according to the method described in claim 7, the method further includes：Detection is associated with from accelerator pedal and removes
The change of the operator demand of brake is applied in pressure or request, wherein once detecting the change of operator demand, is then stopped
Vehicle is maintained to accelerate.
13. the method according to the description of claim 7 is characterized in that in response to detecting the engine transmitted by clutch
Torque is negative, and the torque of auxiliary power source is made to be gradually reduced the designated value between clutch engagement, complete until clutch
Until full engagement is completed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US13/446,404 US10065626B2 (en) | 2012-04-13 | 2012-04-13 | Feed forward and feedback adjustment of motor torque during clutch engagement |
| US13/446,404 | 2012-04-13 |
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| Publication Number | Publication Date |
|---|---|
| CN103419774A CN103419774A (en) | 2013-12-04 |
| CN103419774B true CN103419774B (en) | 2018-11-27 |
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| CN201310122697.5A Active CN103419774B (en) | 2012-04-13 | 2013-04-10 | The feedforward and feedback regulation of motor torsional moment between clutch engagement |
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| Country | Link |
|---|---|
| US (1) | US10065626B2 (en) |
| CN (1) | CN103419774B (en) |
| DE (1) | DE102013206193A1 (en) |
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| US10065626B2 (en) | 2018-09-04 |
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| DE102013206193A1 (en) | 2013-10-17 |
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